Marine-engine governor.



PATENTED APR. 28,1903.

P. v, co mLs. MARINE ENGINE: GOVERNOR.

APPLICATION FILED JANRB, 1903.

'2 SHEETS-811E193 '1.

N0 MODEL.

A TIOHNE rs;

THE NcRms ?:YER5 co. worournov. wAsmxumu. n. c.

PATENTED APR. 28,1903.

P. V. GORNILS.

MARINE ENGINE GOVERNOR.

v APPLIOATION rum) JAN. a. 1903. N0 MODEL. z SHEETS-SHEET 2.

, INVENTOH Pezf rZ'QrIzZZr ATTORNEYS.

I vessel provided with the improvement.

' is connected by a pipe D with a compressedair reservoir E, and the outer portion of each cylinder B is filled with oil or other liquid and connected by a pipe F with the lower end of an actuating-cylinder G, containinga piston G, from which extends a piston-rod PETER VOLGUARD CORNILS;

OF SEATTLE, WASHINGTON.

MARINE-ENGINE GOVERNOR.

$PECIFIGATION formingpart of Letters Patent No. 726,647, dated April 28, 1903.

Application filed January 3. 1903.

T0 at whom it may concern:

Be it known that I, PETER VOLGUARD 00R- H NILS,a citizen of the United States, and aresident of Seattle,in the county of King and State of WVashington, have invented a new and Improved Marine-Engine Governor, of which the followingis a full,clear,and exact description.

The object of the invention is to providea new and improved marine-eng ne governor controlled by the pressure of the water on the sides of a vessel to insure a proper cutoff of the steam and consequent reduction of the speed of the propeller and decrease in the momentum of the vessel at the time the low water reaches the propeller, so that the latte is prevented from racing.

The invention consists of novel features and parts and combinations of the same, as will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure l is a transverse section of-a marine Fig." 2 is a reduced side elevation of the same, and Fig. 3 is an enlarged sectional side elevation of the valve mechanism 'for controlling the air-pressure. a

In one or both sides of the vessel'A'a distance forward of the propeller A are arranged transversely-extending water-pressure cylinders B, opening at their outer open ends into the Water a distancebelow the level of the Waterway, as plainly indicated in Figs. 1 and 2. In each of the cylinders B is mounted to slide a piston G, pressed on by the water in which the vessel floats, so as to force the said piston G-inwardly under normal conditions, the said piston being connected by a piston-rod C with a piston 0 mounted to slide in a counterbalan'cing-cylinder B, arranged inside ofthe vessel A, as plainly shown in Fig. 1. The inner end of each cylinder B iSerial No. 137,637. (No model.)

G mounted to slide at its upper end in a fixed sleeve G containing a rod G adapted to be engaged by the piston-rod G to push the said rod G upward in the sleeve G The upper end of the rod G is pivotally connected by a link G with a lever H, connected by a link H with an arm I, attached to the stem of a throttle-valve'l, contained in a steamsupply pipe I for a marine engine I of any approved construction. TheleverH is pressed on its free end bya spring H and is connected opposite the spring H with a dash-pot H so as to hold the lever H normally in the position shown in Fig. 1, with the throttle-valve I open to supply the steam to the engine I. Now by having the air-pressure from the reservoir E against the inner face of the piston C it is evident that when the outer end of the cylinder B rises in the water-level then the pressure against the piston O is reduced, and consequently air-pressure against the piston C forces the latter and the piston G outward, and in doing so the oil or other liquid in the cylinder B is" forced through the pipe F and rises in the cylinder G to move the piston G therein inan upward direction to cause the piston-rod G to slide the rod G upward, whereby a swinging motion is given to the lever H and the arm I to actuate the throttlevalve I to cut oi? the steam from the engine I to reduce the speed thereof, so that when thewater finally uncovers the propeller A it is evident that the latter runs at a lower rate of speed, and consequently racing of the tions to again open the-throttle-valve I to' allow the full amount of steam to passto the engine 1 The pressure in the reservoir E is maintained to, say, seventy pounds, and for this purpose a suitable air-compressor J is employed, actuated from an electric motor J, I

set in action by a suitable starting device J controlled by the pressure in the reservoir E.

Thus if the pressure falls below seventy pounds the starting device J starts the motor J for the latter to actuate the air-compressor J until the desired pressure is reached, and when this is accomplished the motor is stopped. In case it is necessary to make repairs the cylinders B are closed by suitable gate-valves K. (Indicated in Fig. 1.)

In order to control the throttle-valve I from the engine I in case of too high speed or breakdown, the following device is provided: A piston L is mounted to reciprocate in an airc-ylinder L, preferably located near the engine 1 and the said piston has its piston-rod L connected by a link L with a lever L fulcrumed on the engine-frame and connected by a link L say, with the cross-head I of the engine 1 so that the reciprocating motion of the said cross-head 1 causes a swinging of the lever L to move the piston L up and down in the cylinder L. The latter is connected at its ends by pipes Nand N with cylinders O respectively, containing pistons 0 0 having their piston-rods 0' connected with a cross-head 0 from which eX- tends a rod P, attached to a piston P in an equalizing-cylinder P connected by its piston-rod P and a link P with the lever H, controlling the throttle-valve I for the pipe I The ends of the cylinder L are also connected with each other by a pipe Q, containing a valve R under the control of the operator and set in such a manner that when the engine is running at a normal rate of speed the air is pumped by the piston L from one side of the cylinder L to the other by way of the pipe Q and the valve R. The valve B. also controls a connection with a branch pipe D leading from the pipe D and connected with a pipe S, containing check-valves S and S and opening at its ends into the pipe Q adjacent to its entrance ends into the cylinder L, so that air can pass from the reservoir E by way of the pipes D, D and S, checkvalves S and S and pipe Q to the cylinder L at the bottom and top thereof to allow pumping the air by way of the pipes N and N into the cylinders O and O in case the engine runs beyond a normal rate of speed. The upper end of the cylinderP is connected by the branch pipe D with the pipe D, so that the pressure of air from the reservoir E acts on the top of the piston to counterbalance the pressure exerted by the air against the under side of the pistons O O and which air-pressure likewise comes from the reservoir E by way of the pipe D, branch pipe D cylinder L, and pipes N N. The pistons P, 0 and O are normally held in a lowermost position by the spring H and the dash-pot 11 Now in case the engine I runs beyond a normal rate of speed then the air cannot pass quickly enough from one end of the cylinder to the other by way of the pipe Q, and valve R, as the latter isset correspondingly, and consequently the surplus air is forced from the cylinder L through the pipes Nand N into the cylinders O and O to press against the under sides of the pistons O and O to force the same upward and also the piston P against the pressure of the spring H and dash-pot H so that the lever H is actuated and the throttle-valve I is closed to reduce the amount of steam passing through the pipe I to the cylinders of the engine I to reduce the speed thereof. As soon as the engine runs at a normal rate of speed then the air passes again from one end of the cylinder L to the other by way of the pipe Q and valve B, so that the pressure is reduced in the cylinders O and O, and consequently the pistons O and O therein move back to their lower normal position by the action of the spring H and dash-pot H It is understood that the check-valves S and S allow of filling the cylinder'L with air under the same pressure as that contained in the reservoir E; but when the engine runs beyond a normal rate of speed the surplus air from the cylinder L cannot pass to the pipe S owing to the check-Valves S and S and consequently the surplus air must pass up the pipes N and N into the cylinders O O.

The cross-head O ,previously mentioned, is provided with a lug 0 adapted to engage a spring-catch T on the engine, so that when the cross-head O is forced up suddenly in case of a break or like accident to the engine then the lug O engages the spring-catch T to prevent the cross-head from moving downward, so that the cross-head is locked in place. Now during the upward movement of the cross-head 0 as described, the throttle-valve I is completely closed and remains closed as long as the lug O is locked by the catch T.

It is understood that when the speed of the engine exceeds a normal rate and the governing device described is actuated in consequence of the accelerated speed then the upward swinging motion of the lever H does not affect the device controlled by the seawater pressure, as the piston-rod for the piston G is divided that is, the section G" of the rod moves freely up or down with the lever H without disturbing the position of the rod G2 and its piston G.

The two principal devices-that is, the one controlled from the sea-water pressure and the other controlled by the speed of the engine work independently one of the other, but both are connected with the throttlevalve lever H and both have the reservoir E as a common source of air-supply.

It is understood that the piston O is controlled in the inward direction by the pressure of the sea-water in which the marine vessel is afloat, while the outward movement of the piston is caused by the counterbalancing fluid-pressure from the reservoir E, and the fluctuation of this piston (l, owing to the contrary pressures, is utilized to actuate the throttle-valve I accordingly by the mechanism described. The pressure in the reser- IIO voir E is governed by the depth of the cylinder below the Water-level to equalize the pres'-" sure against the piston 0. Thus the pressure in the reservoir E must necessarily be higher when the vessel is loaded than when it claim as new and desire to secure by Letters Patent- I 1. A marine-engine governor comprising a compressed-air reservoir, a counterbalancingcylinder containing apiston and connected at one end with the said reservoir, the other end being filled with a liquid, a water-pressure cylinder in the side of the vessel, open-v ing into the water in which the marine vessel is afloat, a piston in the water-pressure cylinder, connected with the piston in the said counterbalancing-cylinder, an actuatingoylind'er containing a piston and connected with the end of the said counterbalancing cylinder containing the liquid, and means connecting the piston in the actuating-cylinder with the throttle-valve of the engine, as set forth.

' 2. A marine-engine governor comprising a com pressed-air reservoir, a counterbalancingcylinder-containing a piston, connected at one end with the-said reservoir, the other end being filled with a liquid, a water-pressure cylinder in the side of the vessel, opening into the water in which the marine vessel is-afioat,"

a piston in the water-pressure cylinder, eon-- nected with the pistonin the said counterbalancingcylinder, an actuating-cylinder containing a piston connected with the end of the said counterbalancing-cylinder containing the liquid, and means connecting the piston in the actuating-cylinder with the throttle-valve of the engine, the saidmeans comprising a divided piston-rod for the said piston, a spring-pressed lever connected with the piston-rod, and'a connection between the lever and the throttle-valve, as set forth.

3. A marine-engine governor comprising an air-cylinder, having its ends connected by a valved by-pass, a piston in the cylinder, reciprocated by a moving part of the engine, pressure-cylinders connected with the ends of the said air-cylinder, an equalizing-cylinf,

der having its piston connected with the pistons in the said pressure-cylinders, and a" spring-pressed lever controlled from the pis-' ton of the equalizing-cylinder and connected with the throttle-valve, as set forth.

4:. Amarine-engine governorcomprisingan air-cylinder, having its ends connected by a valved by-pass, a piston in the cylinder, re-- the throttle-valve, and a compressed-air reservoir connected with the equalizing-cylim der, as set forth.

5. Amarine-enginegovernorcomprisingan air-cylinder, having its'ends connected by a valved by-pass, a piston in the cylinder, reciprocated by a'moving part of the engine, pressurecylinders connected with the ends of the said air-cylinder, an equalizing-cylinder having its piston connected with the pistons in the said pressure-cylinders, a springpressed lever controlled from the piston of the equalizing-cylinder and connected with the throttle-valve, and a compressed-air reservoir connected with the equalizing-cylinder and with the ends of the said air-cylinde r,as

set forth.

6. Amarine-euginegovernorcomprisingan air-cylinder, having'its ends connected by a valved by-pass, 'a piston in the cylinder, reciprocated by a moving part of the engine, pressure-cylinders connected with the ends of the said air-cylinder, an equalizing-cylinder havingits piston connected with the pistons in the said pressure-cylinders, a springpressed lever controlled from the piston of the equalizingcylinder and connected with the throttle-valve, and a compressed-airreservoir connected with the equalizing cylinder and. with'the ends of the said air-cylindenthe connectionbetween the reservoir and the air-cylinder containing check-valves,as set forth.

7. A marine-engine governor comprising a lever for actuating the throttle-valve, a com pressed-air reservoir, a water-pressu re device:

connected with the said lever, under the influence of the sea-water in which the vessel is afloat and counterbalanced by air-pressure from the said reservoir, and an engine con-' trolled device connected with the said lever and equalized by air-pressure from the said reservoir, as set forth.

8. Amarine-enginegovernorcomprisingan air-cylinder, a piston therein and actuatedby' a moving part of the engine, a by-pass for conmoving part of the engine, a by-pass for connecting the ends ofthecylinderwith each other, a valve in the by-pass, a pipe connected with the ends of the bypass and containing check-valves, a compressed-air reservoir con nected with the said pipe, between thecheckvalves, pressure-cylinders connected with the ends'of the said air-cylinder, an equalizing cylinder, and connected pistons in the said pressure-cylinders andthe equalizing cylinder, controlling the throttle-valve of theen-.

gine, as set forth.

'10. A marine-engine governor comprising an air-cylinder, a piston therein, actuated by &

a moving part of the engine, aby-pass for connecting the ends of the cylinder with each other, a valve in the by-pass, a pipe connected with the ends of the by-pass and containing check-valves, a compressed-air reservoir connected with the said pipe, between the checkvalves, pressure-cylinders connected with the ends of the said air-cylinder, an equalizingcylinder, connected pistons in the said pressure-cylinders and the equalizing-cylinder, controlling the throttle-valve of the engine, a spring-pressed lever connected with the piston in the equalizing-cylinder, and an arm on the throttle valve, connected with the said lever, as set forth.

11. A marine-engine governor, comprising an air-reservoir, a counterbalancing-cylinder containing a liquid and connected with the reservoir, a piston in the cylinder, 2. waterpressure cylinder in the side of the vessel and opening into the water in which the vessel is afloat, a piston in the water-pressure cylinder, a piston-rod common to the pistons of the water-pressure and counterbalancingcylinders, an actuating-cylinder connected with one end of the counterbalancing-cylinder, a piston in said cylinder, and means for operating the throttle-valve from the piston of the actuating-cylinder, as set forth.

12. A marine-engine governor, comprising an air-reservoir, a counterbalancing-cylinder containing a liquid and connecting with the reservoir, a piston in the cylinder, a waterpressnre cylinder in the side of the vessel and opening into the water in which the vessel is afloat, a piston in the said cylinder, a pistonrod common to the pistons of the water-pressure and connterbalancing cylinders, an actuating-cylinder connected with one end of the counterbalancing-cylinder, a piston in said cylinder, a guide in which the said piston-rod freely moves, a rod mounted to slide freely in the said guide and adapted to be engaged by the piston-rod of the piston of the actuating-cylinder, a valve-operating lever, and a link connecting the said lever and rod, as set forth.

13. A marine-engine governor, comprising an air-reservoir, an air-cylinder, a piston in said cylinder, means for operating the piston from a moving part of the engine, pressure cylinders connected respectively with opposite ends of the air-cylinder, pistons in said cylinders, a cross-head with which the piston-rods of the said pistons are connected, an equalizing-cylinder connected with the airreservoir, a piston in the equalizing-cylinder and connected with the said cross-head, a valve-operating lever, and a link connecting said lever with the piston-rod of the piston in the equalizing-cylinder, as set forth.

14. A marine governor, comprising an airreservoir, an air-cylinder, a piston in the said cylinder and operated by a moving part of the engine, pressure-cylinders connected respectively with the opposite ends of the aircylinder, pistons in the pressure-cylinders and having their piston-rods connected by a cross-head, an equalizing-cylinder connected with the air-reservoir, a piston in the equalizing-cylinder and connected with the said cross-head, a valve-operating lever, a connection between said lever and the piston of the equalizing-cylinder, a valved by-pass connecting the ends of the air-cylinder, and a connection between the by-pass and the airreservoir, as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

PETER VOLGUARD CORNILS.

Witnesses:

ALBERT M. ROBINSON, Bnssrn ROBINSON. 

